Electric signal for railways



2 SheetsSheet 1.

I (No Model.)

' U. S. JACKSON.

ELECTRIC SIGNAL FOR RAILWAYS.

No. 451,157. Patented Apr. 28, 1891.

\ [I \I/ENTEIR (No Model.) 2 sheets-sheet 2. U. S. JACKSON. ELECTRICSIGNAL FOR RAILWAYS,

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URIAI'I S. JACKSON, OF OSSIPEE, NEW HAMPSHIRE, ASSIGNOR OF ONE-HALF TOHARRY F. CADY, OF LOXVELL, MASSACHUSETTS.

ELECTRIC SIGNAL FOR RAILWAYS.

SPECIFICATION forming part of Letters Patent No. 451,157, dated April28, 1891.

Application filed June 26, 1890. Serial No. 356,869. (No model.)

1'0 all whom it may concern.-

Be itknown that I, URIAH S. JAoKsoN, of Ossipee, in the county ofCarroll and State of New Hampshire, have invented certain new and usefulImprovements in Electric Signals for Railways, of which the following,taken in connection with the accompanying drawings, is a specification.

The object of my invention is to so construct and arrange a simpleseries of signals operated electrically that the engineer as well asstation officers may know the position of trains on the road. Thisobject I attain by the mechanism shown in the accompanying drawings, inwhich Figure l is an elevation of one of the signal-dial boxes. Fig. 2shows the interior mechanism of the dial-boxes in elevation. Fig. 3 is aplan view of the interior mechanism of one of the dial-boxes, the casebeing in section. Fig. at is a diagram showing the electric system foroperating the signals on an open circuit. Fig. 5 is a diagram showingthe electric system for operating the dials on a closed circuit.

In the drawings, A represents one of the dial-boxes, and A the dials, ofwhich there are two, one on each side of the box. These dials arenumbered as indicated. The numbers may indicate miles or stations ordeter mined points on the route, as may be desired. Each engine may alsohave dials in its cab for the use of the engineer and conductor, thecab-dials being substantially like the roaddials, and are provided withindex-hands and a device for working the hands electrically, similar tothe one used in the road-dial boxes, the construction and operation ofwhich I will nog describe, reference being had to Figs. 2 an 3.

A magnet M, connected to the main line or by a relay to a local battery,is adapted to act upon the armature N on the lever N and through thelever l rod N and lever N pivoted at N, actuate the pawl E and auxiliarypawl D, which operate on the pins 0 O of the index-wheel B and as thewheel B is connected to the hands 13 on the dials the hands must alsomove.

The pawls E and D operate as follows: When the lever N is drawn down bythe magnet M, the auxiliary pawl D iswvithdrawn from the pins 0 O andthe pawl E-asc'ends and in its ascent pushes the pin 0 with which it isin contact forward, thus advancing the wheel B and the connected hands Ba part of one division. Now as the armature N is released the springs Sact upon the lever N and through it draw the pawl E down and send theauxiliary pawl D upward, so as to complete the movement of the wheel Band index-hands and to hold them in place until the magnet M is againcharged. Then the operation is repeated.

The circuit is so arranged that thepassage of an engine by certaindetermined points will automatically close an open circuit, and thusgive the signal, or in case a closed circuit is used will break saidcircuit, which will give the required signal either on the roadboxes orin the box in the engine, or both.

The dials may be so arranged as to give the miles run by the train orgive the location of the train. I do not wish to confine myself to anyparticular style of dial or system of indicating symbols or numbers onthe dials, as these details may be' varied indefinitely.

My signals may be operated by either an open or closed circuit. If anopen circuit 'is used, it is arranged as indicated by the diagram Fig.4, in which G represents the electric generator, and H, S, and L themain circuit. The circuit-wire H leads to the magnet in the firstdial-box K, and from the magnet out through the wire H to the seconddialbox K, and so on through all of the dial-v boXes. The device forclosing the circuit is represented diagrammatically by T. This consistsof an arm extending from the engine and having two electric conductors Tand P leading to the dial-box P in the cab of the engine. The terminalsof these wires are arranged to come in electric contact with theterminals of the wires h and h, connected, as shown, to thecircuit-wires S and L. Thus the current is closed from the generator Gand around the magnet of the road-dial boxes K K, and also around themagnet of the engine-dial box P. Thus the index-hands of the dial-boxesK, K, and P are moved, and the position of the engine is indicated inthe engine and on the dial of all of the road-boxes. As the engineadvances, the index-hands of all of the road-dials will be acted upon.Thus the position of the train can be known by inspection of any of thedials. The index-hand in the engine may serve to indicate to theengineer that the contact is made at each station, and thus to warn himof any failure of the working of the system.

When a closed circuit is used, as indicated in the diagram Fig. 5, anarm P'- from the engine serves to break the circuit as the engine passeseach station or signal-box. In this case the pawl-levers E and D aremade to move the index-hand by the retractile action of the spring S,and are drawn back to the normal place by the magnets when the circuitis closed as the engine leaves the electric switch.

In the diagram Fig. 5 two complete circuitsthat is, H L and L R-areshown, one

circuit being for the outward-bound trains and one for the inward.

I claim In an electric signal system for railways, the combination ofelectric-signal boxes K K, &c., each having an electric magnet M andmechanism for connecting it with pawls D and E, adapted to operate,wheels B having pins 0 O, index-hands B, and dials A, as described, withan electric generator G, system of circuit-wires connected to saidelectric-signal boxes and with the circuit-terminals h It, saidterminals adapted to be made electrically operative by the action of thearm P, extending from the engine, all substantially as and for thepurposes set forth.

In testimony whereof I have signed my name to this specification, in thepresence of two subscribing Witnesses, on this 23d day of June, A. D.1890.

URIAII S. JACKSON.

Witnesses:

FRANK G. PARKER, MATTHEW M. BLUNT.

